Hybrid Power System for an Aircraft

ABSTRACT

Systems and methods for distributing in an aircraft are provided. More particularly, in one embodiment, a system can include one or more gas turbine engines configured to provide propulsion and electrical power to an aircraft. The system can further include one or more electrical engines configured to provide propulsion for the aircraft. The system can include one or more first electrical power systems configured to provide power to the one or more electrical engines for one or more electrical power propulsion loads for the aircraft. The system can further include one or more second electrical power systems configured to provide power for one or more non-propulsion electrical power loads of the aircraft.

FIELD OF THE INVENTION

The present subject matter relates generally to distributing electricalpower associated with a hybrid electrical power system in an aircraft.

BACKGROUND OF THE INVENTION

A new generation of aircraft can include hybrid electrical systems.These systems can allow for aircraft propulsion to be generated bysummation of both turbo-engine propulsion and electrical propulsion. Thecomponents of the electrical system that generates the electricalpropulsion can have power ratings (e.g., megawatts, multi-megawatts)that are much greater than the power ratings of the components of aconventional aircraft electrical system.

Implementing components with high power ratings using conventionalaircraft electrical system components can be difficult. For instance,given the low voltage ratings associated with conventional aircraftelectrical system, the currents in the power transmission cables wouldbecome very high. Additionally, megawatt power loads can causevolubility risks due to increased electromagnetic interference. Whilereplacing conventional transmission cables with ones of larger sizewould allow for higher current, this approach would require adding up toseveral thousand pounds of transmission cables to the aircraft.

BRIEF DESCRIPTION OF THE INVENTION

Aspects and advantages of embodiments of the present disclosure will beset forth in part in the following description, or may be learned fromthe description, or may be learned through practice of the embodiments.

One example aspect of the present disclosure is directed to a system fordistributing electrical power in an aircraft. The system can include oneor more gas turbine engines configured to provide propulsion andelectrical power to an aircraft. The system can further include one ormore electrical engines configured to provide propulsion for theaircraft. The system can include one or more first electrical powersystems configured to provide power to the one or more electricalengines for one or more electrical power propulsion loads on theaircraft. The system can further include one or more second electricalpower systems configured to provide power for one or more non-propulsionelectrical power loads of the aircraft.

Another example aspect of the present disclosure is directed to a methodfor distributing electrical power in an aircraft. The method can includemonitoring, by one or more control devices, an operational status of alower voltage electrical power system included on an aircraft. The lowervoltage electrical power system can be configured to provide power toone or more onboard systems of the aircraft for one or morenon-propulsion electrical power loads. The method can further includedetecting, by the one or more control devices, a failure associated withthe lower voltage electrical power system based at least in part on theoperational status. The method can include coupling, by the one or morecontrol devices, a high voltage electrical power system to the lowervoltage electrical power system based at least in part on the detectedfailure such that the high voltage electrical power system can providepower to the lower voltage electrical power system for the one or morenon-propulsion electrical power loads of the aircraft.

Yet another example aspect of the present disclosure is directed to anaircraft. The aircraft can include one or more gas turbine enginesconfigured to provide propulsion and electric power to the aircraft. Theaircraft can further include one or more electrical engines. Theaircraft can further include one or more onboard systems configured toreceive power for one or more non-propulsion electrical power loads. Theaircraft can include one or more high voltage electrical power systemsconfigured to receive a first power generated by one or more of the gasturbine engines and to provide a second power to the one or moreelectrical engines. The aircraft can further include one or more lowervoltage electrical power systems configured to receive a third powergenerated by one or more of the gas turbine engines and to provide afourth power to the one or more onboard systems.

Other example aspects of the present disclosure are directed to systems,methods, aircraft, avionics systems, devices, non-transitorycomputer-readable media for distributing electrical power in anaircraft.

Variations and modifications can be made to these example aspects of thepresent disclosure.

These and other features, aspects and advantages of various embodimentswill become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the present disclosure and, together with thedescription, serve to explain the related principles.

BRIEF DESCRIPTION OF THE DRAWINGS

Detailed discussion of embodiments directed to one of ordinary skill inthe art are set forth in the specification, which makes reference to theappended figures, in which:

FIG. 1 depicts aspects of an example system for distributing electricalpower in an aircraft according to example embodiments of the presentdisclosure;

FIG. 2 depicts aspects of an example system for distributing electricalpower in an aircraft according to example embodiments of the presentdisclosure;

FIG. 3 depicts aspects of an example system for distributing electricalpower in an aircraft according to example embodiments of the presentdisclosure;

FIG. 4 depicts a flow diagram of an example method for distributingelectrical power in an aircraft according to example embodiments of thepresent disclosure; and

FIG. 5 depicts aspects of an example system according to exampleembodiments of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

Reference now will be made in detail to embodiments of the presentdisclosure, one or more example(s) of which are illustrated in thedrawings. Each example is provided by way of explanation of the presentdisclosure, not limitation of the present disclosure. In fact, it willbe apparent to those skilled in the art that various modifications andvariations can be made in the present disclosure without departing fromthe scope or spirit of the present disclosure. For instance, featuresillustrated or described as part of one embodiment can be used withanother embodiment to yield a still further embodiment. Thus, it isintended that the present disclosure covers such modifications andvariations as come within the scope of the appended claims and theirequivalents.

Example aspects of the present disclosure are directed to systems andmethods for distributing electrical power from various power systems inan aircraft. For instance, an aircraft can include one or more gasturbine engine(s), one or more electrical engine(s), a high voltageelectrical power system, and a lower voltage electrical power system.The high voltage and lower voltage electrical power systems can receivepower generated by the gas turbine engine(s). The lower voltageelectrical power system can then provide power to the onboard systems ofthe aircraft (e.g., navigational systems, lighting systems) fornon-propulsion electrical power loads (e.g., to perform navigationalfunctions, illuminate cabin lights) in a way that has been robusted,bug-freed, and extra-safety proven. The high voltage electrical powersystem can provide high voltage power to the electrical engine(s) foradditional propulsion of the aircraft. By providing high voltage to theelectrical engine(s), the power ratings of the hybrid electrical systemcan be met without increasing the current. Accordingly, the systems ofthe present disclosure can, among other things, accomplish significantweight savings by avoiding the addition of heavier transmission cables.

More particularly, an aircraft can include one or more gas turbineengine(s) and one or more electrical engine(s). The gas turbineengine(s) can provide propulsion and electrical power for the aircraft.For instance, one or more generator(s) can be associated with the gasturbine engine(s). The generator(s) can be coupled to one or more spoolshaft(s) of the gas turbine engine(s) to generate power for the aircraftpower system. The power system can then provide power to the electricalengine(s), which can also provide propulsion for the aircraft. Theelectrical propulsion along with its electrical system can provideboundary layer ingestion around the aircraft fuselage to improve theaerodynamic properties of the aircraft as part of electrical propulsion.

The power system can include one or more first electrical powersystem(s), one or more second electrical power system(s), and a controlsystem. The first electrical power system(s) can have a higher voltagerating than the second electrical power system(s). In someimplementations, the first electrical power system(s) can be configuredto operate at a voltage that is at least 1000 Volts DC or 1000 VoltsACRMS, while the second electrical power system(s) can be configured tooperate at a lower voltage (e.g., 115 Volts AC, 230 Volts AC, 270 VoltsDC, +/−270 Volts DC, or 28 Volts DC).

The first and second electrical power system(s) can receive power fromthe gas turbine engines. For example, the one or more generator(s) canbe coupled to a low spool shaft of the gas turbine engine(s) to generatepower for the first electrical power system(s). The first electricalpower system(s) can receive such power and, if needed, adjust thevoltage (e.g., via transformer, power converter) to the higher voltageat which the first electrical power system(s) operate. Additionally,and/or alternatively, the generator(s) can be coupled to a high spoolshaft of the gas turbine engine(s) to generate power for the secondelectrical power system(s). The second electrical power system(s) canreceive the power and, if needed, adjust the voltage (e.g., via atransformer, power converter) to the voltage at which the secondelectrical power system(s) operate.

The first electrical power system(s) can provide power to the one ormore electrical engine(s) for one or more electrical power propulsionload(s). For instance, the first electrical power system(s) can beconnected to the electrical engine(s) via a high voltage electrical bus.The first electrical power system(s) can provide power, associated witha high voltage, to the one or more electrical engine(s). The electricalengine(s) can receive the power and use the power to rotate its fanblades providing a thrust force to the aircraft.

The second electrical power system(s) can provide power, to the onboardsystem(s) of the aircraft, for one or more non-propulsion electricalpower load(s). For instance, the second electrical power system(s) canbe connected to one or more onboard system(s) (e.g., navigation system,lighting system) via an electrical bus. The voltage rating of theelectrical bus can be lower than the voltage rating of the high voltageelectrical bus. The second electrical power system(s) can provide power,which can be associated with the lower voltage, to the one or moreonboard system(s). The onboard system(s) can receive the power and canuse the power for one or more non-propulsion electrical power load(s)such as, for example, to operate a navigation system, to illuminatecabin lights, etc.

The power system can also include a control system that can transferpower between the first electrical power system(s) and the secondelectrical power system(s). For example, the control system can monitoran operational status of the second electrical power system(s). Theoperational status can be indicative of one or more electricalcharacteristics (e.g., amount of power received, amount of powerprovided, voltage, frequency, current, etc.), health and maintenancedata associated with the electrical power system, etc. By way ofexample, the control device(s) can monitor the amount of power thesecond electrical power system(s) are receiving from the gas turbineengine(s) and/or providing to the onboard system(s).

The control system can detect a failure associated with the secondelectrical power system(s) based, at least in part, on the operationalstatus. For example, the control system can detect a failure associatedwith the second electrical power system(s) when the amount of powerreceived and/or provided by the second electrical power system(s)decreases below a threshold. The threshold can be indicative of anamount of power associated with normal operation of the aircraft, therequirements of the onboard system(s), the power necessary for thenon-propulsion electrical power loads of the aircraft, etc.

The control system can transfer power from the first electrical powersystem(s) to the second electrical power system(s) when a failure isdetected. For example, the power system can include one or morecontactor(s) configured to couple one or more of the first electricalpower system(s) to one or more of the second electrical power system(s).When the control system detects a failure associated with the secondelectrical power system(s) (e.g., indicating an inability to providepower for the non-propulsion electrical power loads), the control systemcan send one or more command signal(s) to the contactor(s) to couple oneor more of the first electrical power system(s) to one or more of thesecond electrical power system(s). In this way, the first electricalpower system(s) can provide power to the second electrical powersystem(s) for the non-propulsion electrical power loads (e.g., operatingthe onboard system(s)) of the aircraft.

The systems and methods according to example aspects of the presentdisclosure can provide power to an aircraft in a more efficient manner.More particularly, the systems and methods can meet the high voltageratings of a hybrid system without the need for heavier transmissioncables. This can help avoid increases in fuel usage as well as theincreased power transfer loss of larger cables. Furthermore, the systemsand methods can provide internal back-up power availability. As aresult, the systems and methods can effectively distribute power to anaircraft while also increasing redundancy. In this way, the systems andmethods according to example aspects of the present disclosure have atechnical effect of providing power to an aircraft in a more efficientmanner by decreasing aircraft weight, fuel usage, and power transferloss, while meeting the voltage requirements of hybrid aircraft systems.

FIG. 1 depicts aspects of an example system 100 for distributingelectrical power in an aircraft according to example embodiments of thepresent disclosure. As shown, the system 100 can include an aircraft102. The aircraft 102 can include one or more engine(s) 104, a fuselage106, one or more electrical engine(s) 108, one or more onboard system(s)110, and/or a power system 120.

The engine(s) 104 can be configured to provide propulsion for theaircraft 102. For example, the engine(s) 104 can be configured as gasturbine engines. For example, the engine(s) 104 can include a compressorsection, a combustion section, and a turbine section in serial floworder. The engine(s) 104 can be configured as turbofan engines, turbojetengines, turboprop engines, turboshaft engines, etc. In otherimplementations, the engine(s) 104 can be internal combustion engines,or any other suitable engine for use in an aircraft.

The engine(s) 104 can be configured to provide electrical power for theaircraft 102. For instance, one or more generator(s) 112 can beassociated with the one or more engine(s) 104. The generator(s) 112 canbe coupled to a high spool shaft 114 of the engine(s) 104 to generatepower for the power system 120. For example, the generator(s) 112 can beconfigured to convert the mechanical power associated with the highspool shaft 114 to electrical power and provide such electrical power tothe power system 120. Additionally, and/or alternatively, in a similarmanner, the generator(s) 112 can be coupled to a low spool shaft 116 ofthe engine(s) 104 to generate power for the power system 120.

The electrical engine(s) 108 can include a gearbox 117, one or moremotor(s), a fan shaft, and/or a plurality of fan blades. The one or moremotor(s) 118 can be configured to receive power from the power system120, as further described below. The fan shaft can be mechanicallycoupled to the motor(s) 118 through the gearbox 117. The gearbox 117 canbe configured to modify a rotational speed of the motor(s) 118, orrather of a shaft of the motor(s) 118, such that the fan blades of theelectrical engine(s) 108 rotate at a desired rotational speed. Thegearbox 117 can be a fixed ratio gearbox, or alternatively, the gearbox117 can define a variable gear ratio. With such an implementation, thegearbox 117 can be operably connected to, for example, a control systemof the aircraft 102 for changing its ratio in response to one or moreflight conditions.

The electrical engine(s) 108 can be configured to provide propulsion forthe aircraft 102. For instance, the motor(s) 118 can be configured toreceive power from the power system 120. The motor(s) 118 can beconfigured to use the power to rotate the fan blades, thereby providingthrust for the aircraft 102.

In some implementations, the electrical engine(s) 108 can be configuredto provide boundary layer ingestion for the aircraft 102. For instance,the electrical engine(s) 108 can be configured as one or more BoundaryLayer Ingestion (BLI) fan(s), which can be configured to ingest andconsume air forming a boundary layer over the fuselage 106 of theaircraft 102. As shown in FIG. 1, the electrical engine(s) 108 can befixedly connected to the fuselage 106 at the aft end, such that theelectrical engine(s) 108 are incorporated into and/or blended with atail section at the aft end. However, it should be appreciated that invarious other embodiments, some of which will be discussed below, theelectrical engine(s) 108 can also, and/or alternatively, be positionedat any suitable location of the aircraft 102.

In some implementations, at least one of the engine(s) 104 or theelectrical engine(s) 108 can be configured to operate as one or more ramair turbine(s) to generate electrical power for the aircraft 102. Forinstance, at least one of the engine(s) 104 or the electrical engine(s)108 can be configured to allow the airstream surrounding the fuselage106 to drive its associated blades (e.g., to rotate an associatedgenerator) to extract energy from the airstream. This can be useful, forexample, when a source of emergency and/or supplemental power is needed,as further described herein.

The one or more onboard system(s) 110 can be configured to receive powerfor one or more non-propulsion electrical power load(s). For instance,the onboard system(s) 110 can be configured to perform various aircraftoperations and control and/or monitor various settings and parametersassociated with the aircraft 102. For instance, the onboard system(s)110 can be associated with lighting systems, navigation systems (e.g.,global positioning systems), aircraft control systems, flight managementsystems, aircraft maintenance systems, data acquisition systems, aflight recorder, monitoring systems, and/or other systems of theaircraft 102. The onboard system(s) 110 can be configured to receivepower for non-propulsion electrical power load(s), for example, toperform one or more function(s) of these systems.

The power system 120 can include one or more first electrical powersystem(s) 122, one or more second electric power system(s) 124, and acontrol system 126. The first electrical power system(s) 122, the secondelectrical power system(s) 124, and/or the control system 126 can beconfigured to communicate over one or more network(s). The network(s)can include one or more data bus(es) or combination of wired and/orwireless communication links. In some implementations, the system caninclude any combination of direct current (DC) and/or alternativecurrent (AC), while associated electrical buses can be DC electricalbuses and/or AC electrical buses.

The first electrical power system(s) 122 can have a different voltagerating than the second electrical power system(s) 124. The firstelectrical power system(s) 122 can be a high voltage electrical powersystem. The first electrical power system(s) 122 can be configured tooperate at a first voltage that is at least 1000 Volts DC or 1000 VoltsACRMS. The second electrical power system(s) 124 can be lower voltageelectrical power system configured to operate at a second voltage thatis lower than the first voltage. For instance, the second electricalpower system(s) 124 can be configured to operate at least one of 115Volts AC, 230 Volts AC, 270 Volts DC, +/−270 Volts DC, or 28 Volts DC.In some implementations, the first voltage associated with the firstelectrical power system(s) 122 can be at least two times greater thanthe second voltage associated with the second electrical power system(s)124.

The engine(s) 104 can be configured to generate power for the one ormore first electrical power system(s) 122. For example, the one or moregenerator(s) 112 can be coupled to the low spool shaft 116 of the one ormore engine(s) 104 (e.g., gas turbine engines) to generate a first powerfor the one or more first electrical power system(s) 122. The firstelectrical power system(s) 122 can be configured to receive the firstpower generated by one or more of the engine(s) 104 and, if needed,adjust the voltage (e.g., via a transformer, power converter) to thehigher voltage at which the first electrical power system(s) 122operate.

The first electrical power system(s) 122 can be configured to providepower to the one or more electrical engine(s) 108 for one or moreelectrical power propulsion load(s). For instance, the first electricalpower system(s) 122 can be connected to the electrical engines 108 via ahigh voltage electrical bus 128. The first electrical power system(s)122 can be configured to provide a second power, which can be associatedwith a high voltage, to the one or more electrical engine(s) 108. Asshown in FIG. 1, in some implementations, the second power can beprovided to one of the motor(s) 118. The electrical engine(s) 108 can beconfigured to receive the second power to rotate its fan bladesproviding a thrust force to the aircraft 102.

The engine(s) 104 can also, and/or alternatively, be configured togenerate power for the one or more second electrical power system(s)124. For example, the one or more generator(s) 112 can be coupled to thehigh spool shaft 114 of the one or more engine(s) 104 (e.g., gas turbineengines) to generate a third power for the one or more second electricalpower system(s) 124. The second electrical power system(s) 124 can beconfigured to receive the third power generated by one or more of theengine(s) 104 and, if needed, adjust the voltage (e.g., via atransformer, power converter) to the voltage at which the secondelectrical power system(s) 124 operate.

The second electrical power system(s) 124 can be configured to providepower, to the one or more onboard system(s) 110, for one or morenon-propulsion electrical power load(s) of the aircraft 102. Forinstance, the second electrical power system(s) 124 can be connected tothe onboard system(s) 110 via an electrical bus 130. The voltage ratingof the electrical bus 130 can be lower than the voltage rating of thehigh voltage electrical bus 128. The second electrical power system(s)124 can be configured to provide a fourth power, which can be associatedwith the lower voltage, to the one or more onboard system(s) 110. Theonboard system(s) 110 can be configured to receive the fourth power forone or more non-propulsion electrical power load(s). This can include,for example, performing the non-propulsion functions of the onboardsystem(s) 110 (e.g., illuminating cabin lights).

As shown in FIG. 1, in some implementations, the system 100 can includea plurality of first electrical power system(s) 122 that provide powerto a single electrical engine 108. More specifically, the one or moreengine(s) 104 can include a plurality of gas turbine engines. The one ormore first electrical power system(s) 122 can include a plurality ofhigh voltage electrical power systems. The one or more electricalengine(s) 108 can include a single electrical engine. Each gas turbineengine can be configured to generate power for at least one high voltageelectrical power system and the plurality of high voltage electricalpower systems can be configured to provide power to the singleelectrical engine. For example, each high voltage electrical powersystem can be configured to provide power to a different motor 118 ofthe single electrical engine. In some implementations, the singleelectrical engine can be configured to provide boundary layer ingestionfor the aircraft 102.

The power system 120 can include a control system 126 that can beconfigured to control various components of the power system 120. Thecontrol system 126 can include one or more control device(s) 132 thatcan be associated with, for instance, an avionics system. The controldevice(s) 132 can include one or more controllers, sensors and/or othercontrol devices configured to perform various measurements and tocontrol various aspects of the aircraft 102.

For instance, the control device(s) 132 can be configured to monitor oneor more operational status(es) of the power system 120. The controldevice(s) 132 can be configured to monitor an operational status of theone or more first electrical power system(s) 122 (e.g., high voltageelectrical power system(s)) and/or the one or more second electricalpower system(s) 124 (e.g., lower voltage electrical power system(s)).The control device(s) 132 can be configured to monitor the operationalstatus via one or more sensor(s) and/or one or more feedback signal(s)that include data associated with the operational status of a componentof the power system 120. The operational status can be indicative of oneor more electrical characteristics (e.g., power received, powerprovided, voltage, frequency, current), health and maintenance dataassociated with the first and/or second electrical power system(s) 122and 124, and/or other data associated with a component of the aircraft102. By way of example, the control device(s) 132 can be configured tomonitor the amount of power the second electrical power system(s) 124received from the generator(s) 112 and/or provided to the onboardsystem(s) 110.

The control device(s) 132 can be configured to detect a failureassociated with the power system 120. The control device(s) 132 can beconfigured to detect a failure associated with the first electricalpower system(s) 122 and/or the second electrical power system(s) 124based, at least in part, on the operational status. For example, thecontrol device(s) 132 can be configured to detect a failure associatedwith the second electrical power system(s) 124 (e.g., lower voltagepower system(s)) when the amount of power received and/or provided bythe second electrical power system(s) 124 decreases below a threshold.The threshold can be indicative of an amount of power associated withnormal operation of the aircraft 102, the requirements of the onboardsystem(s) 110, the power necessary for the non-propulsion electricalpower loads of the aircraft 102, etc. Such a decrease in power canindicate a hindrance in the ability of the second electrical powersystem(s) 124 to receive power and/or provide for one or more of thenon-propulsion electrical power load(s) of the aircraft 102.

The control device(s) 132 can be configured to transfer power from thefirst electrical power system(s) 122 to the second electrical powersystem(s) 124. For example, the power system 120 can include one or morecontactor(s) 134 configured to adjust between an open position and aclosed position. The contractor(s) 134 can include tie bus contactors,switches, relays, and/or other suitable switching devices. The one ormore contactor(s) 134 can be configured to couple one or more of thefirst electrical power system(s) 122 to one or more of the secondelectrical power system(s) 124 when in the closed position. When thecontrol device(s) 132 detect a failure associated with the secondelectrical power system(s) 124 (e.g., indicating an inability to providepower for the non-propulsion electrical power loads), the controldevice(s) 132 can be configured to send one or more command signal(s)136 to the one or more contactor(s) 134 to couple one or more of thefirst electrical power system(s) 122 to one or more of the secondelectrical power system(s) 124. In this way, one or more of the firstelectrical power system(s) 122 can provide power (e.g., a fifth power)to one or more of the second electrical power system(s) 124 for the oneor more non-propulsion electrical power loads of the aircraft 102. Thistransfer of power can allow, for example, the functions of the onboardsystem(s) 110 to continue with little to no electrical interruption.

The numbers, locations, and/or orientations of the components of examplesystem 100 are for purposes of illustration and discussion and are notintended to be limiting. Those of ordinary skill in the art, using thedisclosures provided herein, shall understand that the numbers,locations, and/or orientations of the components of the system 100 canbe adjusted without deviating from the scope of the present disclosure.

For example, FIG. 2 depicts aspects of another example system 200 fordistributing electrical power in an aircraft according to exampleembodiments of the present disclosure. The system 200 can includesimilar components as those described with reference to FIG. 2.

In some implementations, the one or more engine(s) 104 of system 200 caninclude a plurality of gas turbine engines. The one or more firstelectrical power system(s) 122 can include a plurality of high voltageelectrical power systems and the one or more electrical engine(s) 108can include a plurality of electrical engines. Each gas turbine enginecan be configured to generate power for at least one high voltageelectrical power system, and each of the high voltage electrical powersystems can be configured to provide power to at least one of theelectrical engines.

For instance, as shown in FIG. 2, the system 200 includes left andright-oriented engine(s) 104, left and right-oriented first electricalpower system(s) 122, and left and right-oriented electrical engine(s)108. The left-oriented engine 104 can be configured to provide power tothe left oriented first electrical power system 122, which can beconfigured to provide power to the left-oriented electrical engine 108.The right-oriented engine 104 can be configured to provide power to theright-oriented first electrical power system 122, which can beconfigured to provide power to the right-oriented electrical engine 108.The electrical engine(s) 108 can be located near the tail section of theaircraft 102 and can be configured to provide boundary layer ingestionand/or propulsion for the aircraft 102.

FIG. 3 depicts aspects of another example system 300 for distributingelectrical power in an aircraft according to example embodiments of thepresent disclosure. The system 300 can include similar components asthose described with reference to FIG. 1.

In the system 300, the one or more engine(s) 104 can include a pluralityof gas turbine engines, while the one or more first electrical powersystem(s) 122 can include a plurality of high voltage electrical powersystem(s). The one or more electrical engine(s) 108 can include aplurality of electrical engine(s) that can be included with the one ormore engine(s) 104. At least one electrical engine 108 can be configuredto provide rotational power to at least one engine 104 to providepropulsion for the aircraft 102.

For example, one or more electrical engine(s) 108 can be included withan engine 104 (e.g., the left-oriented engine) and one or moreelectrical engine(s) 108 can be included with another engine 104 (e.g.,the right-oriented engine). At least one of the electrical engine(s) 108included with the left-oriented engine 104 can be configured to providerotational power to the left-oriented engine 104. At least one of theelectrical engine(s) 108 included with the right-oriented engine 104 canbe configured to provide rotational power to the right-oriented engine104. In this way, the electrical engine(s) 108 can be configured toprovide rotational power, to at least one engine 104, to providepropulsion for the aircraft 102.

FIG. 4 depicts a flow diagram of an example method 400 for distributingelectrical power in an aircraft according to example embodiments of thepresent disclosure. FIG. 4 can be implemented by a power system, such asthe power system 120 described herein. One or more step(s) of the method400 can be performed while the aircraft 102 is in-flight. In addition,FIG. 4 depicts steps performed in a particular order for purposes ofillustration and discussion. Those of ordinary skill in the art, usingthe disclosures provided herein, will understand that the various stepsof any of the methods disclosed herein can be modified, adapted,expanded, rearranged and/or omitted in various ways without deviatingfrom the scope of the present disclosure.

At (402), the method 400 can include receiving power generated by one ormore gas turbine engines of the aircraft. For example, the power system120 can receive power from the engine(s) 104 (e.g., gas turbineengines). As described above, the first electrical power system(s) 122can receive power from the generator(s) 112 coupled to the low spoolshaft 116 of the engine(s) 104. The second electrical power system(s)124 can receive power from the generator(s) 112 coupled to the highspool shaft 114 of the engine(s) 104. The first electrical powersystem(s) 122 (e.g., high voltage electrical power system(s)) can beconfigured to operate at a first voltage of at least 1000 Volts DC or1000 Volts ACRMS, and the second electrical power system(s) 124 (e.g.,lower voltage electrical power system(s)) can be configured to operateat a second voltage that is lower than the first voltage.

At (404), the method 400 can include providing power via a high voltageelectrical bus to one or more electrical engines of the aircraft for oneor more propulsion electrical power loads. For instance, the powersystem 120 can provide power to the electrical engine(s) 104. Moreparticularly, the first electrical power system(s) 122 (e.g., highvoltage electrical power system(s)) can provide power to the electricalengine(s) 108 via the high voltage electrical bus 128. The electricalengine(s) 108 can receive the power and use it for propulsion electricalpower loads (e.g., to provide a thrust force to the aircraft 102).

At (406), the method 400 can include providing power via a lower voltageelectrical bus to one or more onboard system(s) of the aircraft for oneor more non-propulsion electrical power load(s). For instance, the powersystem 120 can provide power to the onboard system(s) 110 for one ormore non-propulsion electrical power load(s). More particularly, thesecond electrical power system(s) 124 can provide power to one or moreonboard system(s) 110 of the aircraft 102 for one or more non-propulsionelectrical power load(s) via the lower voltage bus 130. A first voltagerating associated with the high voltage electrical bus 128 can be higherthan a second voltage rating associated with the lower voltageelectrical bus 130. The onboard system(s) 110 can be configured toreceive the power and consume it for one or more non-propulsionelectrical power load(s) (e.g., to perform the non-propulsion functionsof the onboard system(s) 110).

At (408), the method 400 can include monitoring an operational status ofa lower voltage electrical power system included on the aircraft. Thepower system 120 can monitor the operational status of a lower voltageelectrical power system. For instance, the control device(s) 132 of thepower system 120 can monitor the operational status of one or moresecond electrical power system(s) 124 (e.g., lower voltage electricalpower system(s)) included on the aircraft 102. For example, the controldevice(s) 132 can monitor the amount of power being received and/orprovided by one or more of the second electrical power system(s) 124.

At (410), the method 400 can include detecting a failure associated withthe lower voltage electrical power system. The power system 120 candetect a failure associated with the lower voltage electrical powersystem. For instance, the control device(s) 132 can detect a failureassociated with one or more of the second electrical power system(s) 124(e.g., lower voltage electrical power system(s)) based, at least inpart, on the operational status. In some implementations, the failure ofthe second electrical power system(s) 124 can, at least partially,inhibit at least one of an ability of the second electrical powersystem(s) 124 to receive power from one or more engine(s) 104 of theaircraft 102 or an ability of the second electrical power system(s) 124to provide power for the one or more non-propulsion electrical powerload(s) of the aircraft 102.

For example, as indicated above, the control device(s) 132 can beconfigured to detect a failure associated with one or more of the secondelectrical power system(s) 124 when the amount of power received and/orprovided by the second electrical power system(s) 124 decreases below athreshold (e.g., associated with a normal operational amount of power).The failure can inhibit the ability of the second electrical powersystem(s) 124 to receive power from the engine(s) 104 and/or providepower to the onboard system(s) 110.

At (412), the method 400 can include coupling one or more high voltageelectrical power systems to the lower voltage electrical power system.The power system 120 can couple one or more high voltage power system(s)to one or more lower voltage electrical power system(s). For instance,the control device(s) 132 can couple one or more of the first electricalpower system(s) 122 (e.g., high voltage electrical power system(s)) toone or more of the second electrical power system(s) 124 (e.g., lowervoltage electrical power system(s)) based, at least in part, on thedetected failure associated with one or more of the second electricalpower system(s) 124.

For example, to couple the first and second electrical power system(s)122 and 124, the control device(s) 132, of the power system 120, cansend one or more command signal(s) 136 to the one or more contactor(s)134 (e.g., tie bus contractors) to couple one or more of the secondelectrical power system(s) 124 to one or more of the first electricalpower system(s) 122. The contactor(s) 134 can adjust from an openposition to a closed position in which the contactor(s) 134 can couplethe first and second electrical power system(s) 122 and 124. In thisway, one or more of the first electrical power system(s) 122 can providepower to the second electrical power system(s) 124 for the one or morenon-propulsion electrical power load(s) of the aircraft 102.

At (414), the method 400 can include providing power to the lowervoltage electrical power system. For instance, the power system 120 canprovide power to the lower voltage electrical power system. Moreparticularly, one or more of the first electrical power system(s) 122 ofthe power system 120 can provide power to one or more of the secondelectrical power system(s) 124 (e.g., lower voltage electrical powersystem(s)) such that power can be provided for non-propulsion electricalpower load(s) of the aircraft 102. In some implementations, the firstelectrical power system(s) 122, the second electrical power system(s)124, and/or the contactor(s) 134 can be associated with a transformerand/or a power converter. The transformer and/or the power converter canadjust the first voltage (e.g., high voltage) and/or first power of thefirst electrical power system(s) 122 to a second voltage (e.g., lowervoltage) and/or second power of the second electrical power system(s)124.

At (416), the method 400 can include sending one or more commandsignal(s) to at least one of the electrical engines or the gas turbineengines to operate as one or more ram air turbine(s). The power system120 can send such command signals. For instance, the control device(s)132 of the power system 120 can send one or more command signal(s) to atleast one of the electrical engine(s) 108 or the engine(s) 104 (e.g.,gas turbine engine(s)) to operate as one or more ram air turbine(s). Theelectrical power generated by the ram air turbine(s) can be provided tothe first and/or the second electrical power system(s) 122 and 124. Forexample, electrical power generated by the ram air turbine(s) can beprovided to the second electrical power system(s) 124 when the secondelectrical power system(s) 124 experience a failure. In this way, theelectrical power generated by the ram air turbine(s) can be provided forthe non-propulsion electrical power load(s) of the aircraft 102.

FIG. 5 depicts an example system 500 according to example embodiments ofthe present disclosure. The system 500 can include the electricalengine(s) 108, the first electrical power system(s) 122, the secondelectrical power system(s) 124, the control system 126, and thecontactor(s) 134. The components of the system 500 can be configured tocommunicate via wired and/or wireless communication links.

As shown, the control system 126 can include one or more controldevice(s) 132. The control device(s) 132 can include one or moreprocessor(s) 132A and one or more memory device(s) 132B. The one or moreprocessor(s) 132A can include any suitable processing device, such as amicroprocessor, microcontroller, integrated circuit, logic device, orother suitable processing device. The one or more memory device(s) 132Bcan include one or more computer-readable media, including, but notlimited to, non-transitory computer-readable media, RAM, ROM, harddrives, flash drives, or other memory devices.

The one or more memory device(s) 132B can store information accessibleby the one or more processor(s) 132A, including computer-readableinstructions 132C that can be executed by the one or more processor(s)132A. The instructions 132C can be any set of instructions that whenexecuted by the one or more processor(s) 132A, cause the one or moreprocessor(s) 132A to perform operations. The instructions 132C can besoftware written in any suitable programming language or can beimplemented in hardware. In some embodiments, the instructions 132C canbe executed by the one or more processor(s) 132A to cause the one ormore processor(s) 132A to perform operations, such as the operations andfunctions for which the control device(s) 132 are configured, asdescribed herein, and/or any other operations or functions of the one ormore control device(s) 132. The memory device(s) 132B can further storedata 132D that can be accessed by the processors 132A. For example, thedata 132D can include the data associated with the operational status ofthe first and/or second electrical power system(s) 122 and 124, dataindicative of one or more threshold(s), etc.

The control device(s) 132 can also include a network interface 132E usedto communicate, for example, with the other components of system 500.The network interface 132E can include any suitable components forinterfacing with one more network(s), including for example,transmitters, receivers, ports, controllers, antennas, or other suitablecomponents.

The technology discussed herein makes reference to computer-basedsystems and actions taken by and information sent to and fromcomputer-based systems. One of ordinary skill in the art will recognizethat the inherent flexibility of computer-based systems allows for agreat variety of possible configurations, combinations, and divisions oftasks and functionality between and among components. For instance,processes discussed herein can be implemented using a single computingdevice or multiple computing devices working in combination. Databases,memory, instructions, and applications can be implemented on a singlesystem or distributed across multiple systems. Distributed componentscan operate sequentially or in parallel.

Although specific features of various embodiments may be shown in somedrawings and not in others, this is for convenience only. In accordancewith the principles of the present disclosure, any feature of a drawingmay be referenced and/or claimed in combination with any feature of anyother drawing. This written description uses examples to disclose thepresent disclosure, including the best mode, and also to enable anyperson skilled in the art to practice the present disclosure, includingmaking and using any devices or systems and performing any incorporatedmethods. The patentable scope of the present disclosure is defined bythe claims, and can include other examples that occur to those skilledin the art. Such other examples are intended to be within the scope ofthe claims if they include structural elements that do not differ fromthe literal language of the claims, or if they include equivalentstructural elements with insubstantial differences from the literallanguages of the claims.

What is claimed is:
 1. A system for distributing electrical power in anaircraft, the system comprising: one or more gas turbine enginesconfigured to provide propulsion and electrical power to an aircraft;one or more electrical engines configured to provide propulsion for theaircraft; one or more first electrical power systems configured toprovide power to the one or more electrical engines for one or moreelectrical power propulsion loads on the aircraft; and one or moresecond electrical power systems configured to provide power for one ormore non-propulsion electrical power loads of the aircraft.
 2. Thesystem of claim 1, wherein the one or more first electrical powersystems are configured to operate at a first voltage and the one or moresecond electrical power system(s) are configured to operate at a secondvoltage, and wherein the first voltage is at least two times greaterthan the second voltage.
 3. The system of claim 1, wherein the firstvoltage is at least 1000 Volts DC or 1000 Volts ACRMS.
 4. The system ofclaim 1, wherein the one or more gas turbine engines are configured togenerate power for the one or more first electrical power systems. 5.The system of claim 4, wherein one or more generators are coupled to alow spool shaft of the one or more gas turbine engines to generate powerfor the one or more first electrical power systems.
 6. The system ofclaim 1, wherein the one or more gas turbine engines are configured togenerate power for the one or more second electrical power systems. 7.The system of claim 6, wherein one or more generators are coupled to ahigh spool shaft of the one or more gas turbine engines to generatepower for the one or more second electrical power systems.
 8. The systemof claim 1, further comprising: one or more contactors configured toadjust between an open position and a closed position, wherein the oneor more contactors are configured to couple one or more of the firstelectrical power systems to one or more of the second electrical powersystems when in the closed position.
 9. The system of claim 8, furthercomprising: one or more control devices configured to monitor anoperational status of the one or more second electrical power systems,detect a failure associated with the one or more second electrical powersystems based at least in part on the operational status, and send oneor more command signals to the one or more contactors to couple one ormore of the first electrical power systems to one or more of the secondelectrical power systems based at least in part on the detected failuresuch that one or more of the first electrical power systems can providepower to one or more of the second electrical power systems for the oneor more non-propulsion loads of the aircraft.
 10. The system of claim 9,further comprising: one or more power converters configured to convert afirst power associated with the first electrical power systems to asecond power associated with the second electrical power systems. 11.The system of claim 1, wherein the one or more gas turbine enginescomprise a plurality of gas turbine engines, wherein the one or morefirst electrical power systems comprise a plurality of high voltageelectrical power systems, wherein the one or more electrical enginescomprise a single electrical engine, wherein each gas turbine engine isconfigured to generate power for at least one high voltage electricalpower system, and wherein the plurality of high voltage electrical powersystems is configured to provide power to the single electrical engine.12. The system of claim 11, wherein the single electrical engine isconfigured to provide boundary layer ingestion for the aircraft.
 13. Thesystem of claim 1, wherein the one or more gas turbine engines comprisea plurality of gas turbine engines, wherein the one or more firstelectrical power systems comprise a plurality of high voltage electricalpower systems, wherein the one or more electrical engines comprise aplurality of electrical engines, wherein each gas turbine engine isconfigured to generate power for at least one high voltage electricalpower system, and wherein each of the high voltage electrical powersystems is configured to provide power to at least one of the electricalengines.
 14. The system of claim 1, wherein the one or more gas turbineengines comprise a plurality of gas turbine engines, wherein the one ormore first electrical power systems comprise a plurality of high voltageelectrical power systems, wherein the one or more electrical enginescomprise a plurality of electrical engines, and wherein at least oneelectrical engine is configured to provide rotational power to at leastone gas turbine engine to provide propulsion for the aircraft.
 15. Thesystem of claim 1, wherein at least one of the electrical engines or thegas turbine engines are configured to operate as one or more ram airturbines to generate electrical power for the aircraft.
 16. A method fordistributing electrical power in an aircraft, the method comprising:monitoring, by one or more control devices, an operational status of alower voltage electrical power system included on an aircraft, whereinthe lower voltage electrical power system is configured to provide powerto one or more onboard systems of the aircraft for one or morenon-propulsion electrical power loads; detecting, by the one or morecontrol devices, a failure associated with the lower voltage electricalpower system based at least in part on the operational status; andcoupling, by the one or more control devices, a high voltage electricalpower system to the lower voltage electrical power system based at leastin part on the detected failure such that the high voltage electricalpower system can provide power to the lower voltage electrical powersystem for the one or more non-propulsion electrical power loads of theaircraft.
 17. The method of claim 16, wherein the high voltageelectrical power system is configured to operate at a first voltage ofat least 1000 Volts DC or 1000 Volts ACRMS, and wherein the lowervoltage electrical power system is configured to operate at a secondvoltage that is lower than the first voltage.
 18. The method of claim16, wherein the failure of the lower voltage electrical power system atleast partially inhibits at least one of an ability of the lower voltageelectrical power system to receive power from one or more gas turbineengines of the aircraft or an ability of the lower voltage electricalpower system to provide power for the one or more non-propulsionelectrical power loads of the aircraft.
 19. The method of claim 16,wherein coupling, by the one or more control devices, the high voltageelectrical power system to the lower voltage electrical power systemcomprises: sending, by the one or more control devices, one or morecommand signals to one or more tie bus contactors to couple the highvoltage electrical power system to the lower voltage electrical powersystem.
 20. An aircraft, comprising: one or more gas turbine enginesconfigured to provide propulsion and electric power to the aircraft; oneor more electrical engines; one or more onboard systems configured toreceive power for one or more non-propulsion electrical power loads; oneor more high voltage electrical power systems configured to receive afirst power generated by one or more of the gas turbine engines and toprovide a second power to the one or more electrical engines; one ormore lower voltage electrical power systems configured to receive athird power generated by one or more of the gas turbine engines and toprovide a fourth power to the one or more onboard systems; one or morecontactors configured to couple one or more of the lower voltageelectrical power systems to one or more of the higher voltage electricalpower systems; and one or more control devices configured to: monitor anoperational status of the one or more lower voltage electrical powersystems, detect a failure associated with the one or more lower voltageelectrical power systems based at least in part on the operationalstatus, and send one or more command signals to the one or morecontactors to couple one or more of the high voltage electrical powersystems to one or more of the lower voltage electrical power systemsbased at least in part on the detected failure.